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G. H. GRIGGS.

LOCOMOTIVE. i

Patented Oct. 20, 1885.

(No Model.)

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UNITE Starts GEORGE H. GRIGGS, OF PROVIDENCE, RHODE ISLAND.

LOCOMOTIVE.

%PECIFICATION forming part of Letters Patent No. 328,&45, dated October 20, 1885.

Application filed April 11, 1885.

To all whom it mmy conoern;

Be it known that I, GEORGE H. GRIGGS, master mechanic of the New York, Providencc, and Boston railroad, residing at Providence, Providence county, in the State of Rhode Island, have invented certain new and useful Improvements in Locomotives, of which the following is a specification.

The improvement relates to the provisions for discharging the eXhaust-steam from the cylinder. I have devised means whereby the steam is discharged from the cylinders more directly than usual, so that there is less backpressure against the piston and increased force of blast in the smoke-pipe. The two sides of the locomotive being counterparts of each other, a description of one side will suffice for both.

I employ a balanced slide-valve, obtaining by steam-tight packing a hearing against the inner face of the steam-chest cover, which is held Strictly parallel to the cylinder-face. I omit the ordinary eXhaust-port in the cylinder-face and the ordinary eXhaust-passage connected thereto. Instead of the ordinary hollow throat in the face of the valve extending only partlythrough, I construct the valve with a clear opening through from the bottom to the top. I cast the steam-chest cover with a pipe-connection, which is long and narrow at its junction with the cover, the length of the connection being transverse to the travel of the valve. In oth'er words, the aperture in the steam-chest cover is nearly a countcrpart of the ordinary exhaust port in the cy1inderface; but being over instead of under the valve, the steam coming up from either end of the cylinder through the cylinder-port into the hollow interior of the valve, instead of being compelled to describe a short curve in the valve, then to descend into the eXhaustport, and then travel through a further tortuous passage to find its exit through the smokepipe, moves directly up through the valve without changing its direction at all in this part of its travel and escapes in a direct line through the top of the steam-chest, making but slight bends to reach and be discharged through aproper nozzle in the smokebox.

I have furthermore devised an arrangemcnt of the pipes which gives a greater freedom of Serial No 161,&92, (No model.)

discharge for the gaseous products of combustion. My i provision for discharging through the top of the steam-chest makes it easy to carry the exhaust into the smoke-box, not at a low point, as usual, but at a high point in the side of the smoke-box. The live steam is brought to the proper connection to the cylinder in the ordinary manner, except that the steam-pipe is a little differently bent to accommodate the new and improved arrangement of the eXhaust-pipes.

The ordinary provisions for taking live steam and discharging the eXhaust cumber and obstruct the lower portion of the smokeboX to such an eXtent that when, after a long run, a locomotive has accumulated much solid 'matter in the bottom of the smoke-box the lower tubes cannot properly perform their functions. My invention provides much more space for the accumulation of what are technically known as sparks in the bottom of the smoke-box without obstructing the free escape of gases from the tubes.

The following is a description of what I consider the best means of carrying out the invention.

The accompanying drawings form a 'part of this specification.

Figure l is a cross-section through the forward end of a locomotive having my invention. Fig. 2 is a corresponding longitudinal section. Fig. 3 is a longitudinal section of the valve and adjacent parts on alarger scale.

Similar letters of reference indicate corresponding parts in all the figures where they occur.

A is the forward end of the barrel of the boiler, and a the ordinary tubes.

B is the smoke-box, and B' the stack. C represents the steam-pipe, branched as usual, and extending down in the positions represented, to carry live steam. D is the cylinder, certain portions of which are designated, when necessary, by additional marks, as D' D. E is the steam-chest.

G is the lower portion, and H the upper portion,of an exhaust-passage eXtending from the top of the steam-chest to the upper portion of the smoke-box. The two pipes G G H H deliver through separate exhaustnozzles near the base of the smoke-stack, as shown or they may delivcr through a single nozzle,

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if preferred. The upper portion, H,is joined 'by a ball-joint, h, to the lower portion, G, of the exhaust -pipe. This lower portion, G, is cast in one with the steam-chest cover G'.

5 The junction is of such form that the orifice for the discharge of the steam from the steamchest up into the pipe G H is long and narrow, corresponding approximately to the ordinary eXhaust-port in the cylinder, and arranged directly on the ordinary place of such eXhaust-port. The ordinary cylinder-ports are indcated by d' d There is no exhaustport between them; but in its place is a considerable cavity, d.

I is the slide-valve. It may be of the same form and proportions exteriorly as is often employed for balanced slide-valves; but instead of the ordinary hollow throat it is chambered quite through, presenting the same area of opening at the top. J is an ordinary packing-ring, making a tight joint between the valve and the under face of the steamchest cover G'. The locomotive may be in all other respects of the ordinary construction. The smokepipe need not have so great length from front to rear as would be otherwise necessary, by reason of the increased space provided by my arrangement for the accumulation of small masses of unburned fuel or other solid matter. It is important to maintain a clear passage for the discharge of the hot gaseous products of combustion through all the tubes. My arrangement in-' stead of obstructing the bottom of the smokepipe, as usual, by the presence of the eX- haust-pipe taking the exhaust from a low point in the side of the cylinder, leaves the whole central portion of the smoke-box clear at the bottom. My exhaust-pipes H, coming in at a high point, present their slight obstruction to the gases at a part of the smokebox where there is no liability to become cloggcd with solid matter. My pipes ofi'er no appreciable impediment to the draft. I attach special importance to the fact that they do not contribute to fill up or in anywise obstruct the bottom of the smoke-box.

The pipe G, cast in one with the steamchest cover, as shown, greatly stiffens the steam-chest cover.

The ball-joint at h is easily disconnected when it is required to remove the steam-chest cover and its connected length of pipe G.

Modifications may be made in the forms and proportions within moderate limits. I can, as above suggested, use a single nozzle to discharge the steam from both cylinders.

I can use any ordinary or suitable device for va'ying the'area of the exhaust orifice or orifices.

Having now fully described my improvement in locomotives, what I claim as new therein, and desireto secure by Letters Patent, is

In 'a locomotive, the steam-cylinder D,with its ports d' dislide-valve I, chambered through,

as shown, packing J, and steam-chest cover G', with its connected pipe` G, formed in one, in combination with each other and With the continuation H of the eXhaust-passage, and with the live-steam pipe C, smoke-box B, and boiler A a, all arranged as specified, so as to not only deliver the exhaust directly, but also to allow a clear spacein the base of the smokebox, as herein specified.

In testimony whereof I have hereunto set my hand, at New York city, New York, the lst day of April, 1885, in the presence of two subscribing witnesses.

GEO. H. GRIGGS.

Witnesses:

M. F. BOYLE, CHARLES R. SEARLE. 

